Railway train control



' H. S. FOLKER.

RAILWAY TRAIN CONTROL.

8 SHEETS-SHEET I.

FILED JAN. 22, 1921.

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H. S. FOLKEH.

RAILWAY TRAIN CONTROL FIL-ED 1AN.22,1921. a SHEETS-SHEU 2.

[N VEN TOR A TTG E Y H. s. FOLKEBQ RAILWAY TRAIN CONTROL 8 SHEETS-SHEET 5.

FILED JAN. 22| 1921.

Dac. 19, 1922.

` H. s. FULKER.

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m WN Dec. 19,1922. L 1,439,982.

H. S. FULKER.

RAILWAY TRAIN CONTROL. FILED 1AN.22. 15521.

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Deaf, 19, '1922. l 3,43%@82 j I H, S. FOLKER.

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Patented Dec. i9, i922.

hill? TA rainer HOWARD S. FOLKER, OF MLL VALLEY, CALIFORNIA, ASSIGNOR T THE NATONAL SAFETY APPLIANCE COMIFANY, OF SAN FRANCISCO, CALIFORNIA, A (JOlNII-ANYA OF CALIFORNIA.

RAILWAY TIB/AXN CONTROL.

Application filed January 2Q, 1921. Serial No. 439,960.

To all whom it may Concern.:

Be itknown that I, HOWARD S. FOLKER, a. citizen of the United States, and a resident of Mill 1Valley, county of Marin, State of 5 California, have invented certain new and useful Improvements in Railway Train Controls, of which the-following is a specification.

This invention relates generally to improvements in train control mechanism for use on railways, in which there is provided magnetic means ixed on the roadbed co-operating with magnetic means carried bythe railway locomotive or other railway vehicle by means of which' when one magnet is in the field of the other the pneumatic train stop is operated to cause the application ot the brakes.

The above statement describes generally that which is common between the present invention and the invention disclosed in my pending application for patent, Serial No. 419,907 tiled Uctober 27, 1920.

The invention when specifically considered is applicable to railway control systems known as vacuum systems (used largely in European countries) distinguished Jfrom the pressure and exhaust systems used largely in the .United States,

which latter system is the particular subject matter of my previous application Serial No. 419,90?, tiled Qctober 27, 1920.

One of `the objects ot' the present invention is to provide a structure and installation which is simple, compact, easily constructed and maintained, positive and reliable in operation and low in construction, installation and maintenace cost.

Another object ot' the invention is to pro- 40 vide a structure in which light moving parts may be utilized, giving higher Speed of op eration; also to provide al mechanism which is devoid of springs the presence ot' which are well known causes of weakness and un 4.5l certain or faulty operation.

Another object of the invention is to provide improved means for effecting the ap- `plication of the brakes in the event that the inductor planes of the duplex control valves carried by the locomotive or tender should become broken.

vstructure and provide a Another object of the invention is to provide means for protection against over strong magnets in the duplex control valve l structure which will operate effectively when the train is going in either direction, or in the event that the track magnet be placed to lie in either direction. Another object of the invention is to pro-- vide a train stop having the required mechanical structure in order to operate in a vacuum brake system.

Another object of the invention is to prof vide a device which is capable of operation on a vacuum system even'when the vehicle is moving at an extremely high speed and is in but momentary co-operation with the control magnet or other operating means.

Another object is to provide a release cock of improved construction by means of which it is applicable for installation in a vacuum7 brake system.

Other objects will appear yfrom the subjoined specification and claims when read in connection with the accompanying dra-wings, in which:

Fig. l is a diagrammatic plan ot' a section o'l' a railway track showing adjoining blocks and disclosing a track magnet and its controlling means and also the duplex controlling valve unit which is carried by the vehicle and which co-operates with the track magnet.

Fig. 2 is a side elevation of the same.

Figs. 3, 4 and 5 are details in plan and elevation of the permanenttrack magnet and the electro-control magnet mounted ad` jacent thereto.

Fig. 6 is a diagrammatic view with parts in section and other parts broken away illustra-ting a complete the ltrain and connected to the train vacuum pipe.

Fig. 7 is a top plan planes.

Fig. 8 is a sectional view taken on line 8 8 of Fig. '7.

control unit carried by4 view of the improved4 duplex control valve structure with inductor Fig. 9 is a section at right angles thereto on line 9,-9 of Fig. 7.

. 'lnthe interest'of clearness the specilicaso of the installation,

. 'serially and its operation described, and in Fig. 1,5`is a fragmentary section of the ('structure shown in Fig. shown in open position'.

Fig 16 is a vertical section of the release cock.. A

kFig. 17 is a side elevation of the same.

14, the valve being side elevation of part of a locomotive and also of a portion of the track and the control apparatus, showing.y the relative positions of the apparatus -carried by the locomotive and euiported by the track. K

ig, 19 is a diagrammatic view representing ,the local circuits at eachtrack magnet location. v

tion will.. beili'vided into three parts. In the irs't part therewill be described the general assemblage of the various' elements 'their relative positions and the e'ect of one upon the other. In the second part, each mechanism will be treated the third part, the operation of the system Aas a whole will be clearly set forth.

This invention is designed as an adjunct to fixed block or interlocking signal systems; it is constructed for interconnection with the same, and its operation is controlled as in such visible signal systems. Automatic stop operation is caused whenever a condition is produced which would cause a standard automatic semaphore signal to assume the stop positionl and should the engineer fail to obey the fixed signal indication.

' The invention is also operable when the signals are actuated manually, in this instance suitable circuits along the track being providedl tol control the operation of the l electro control magnet.

" center o vthe track, its length The track apparatus' consists of a permanent ma et mounted on the ties in the pa'ralleling the rails, and its upper surface being preferably about one inch below the upper surface thereof. An electromagnet control unit is positioned below and across the poles of the permanent magnet and is of superior power whenenergized. lIts control is through the `standard track and line circuits of any standard 'automatic y signal system, current fromv vstandard. slgnal battery being supplied Fig. 18 isa, view, partly broken away, inv

to the electromagnet control unit through a local control circuit for clear movements only, and only while the train is passing through a short local track section. control is provided as desired, for eitherer both directionsof traffic. Normally the magnetic field of the permanent magnet is in place for automatic stop operation, and it is diverted only for clear movements by energizing the electromagnet control unit.

Referring first to the track installation shown in-F lgs. 1 to 5 and 18 and 19 inclusive,

10 represents the supporting rails of a suit- Y type and also an electrocontrol magnet 14 in which there is a core 15 and a coil 16, and egzteiided pole pieces 17 and 18 which preferably because of the naturally cramped position of the mechanism, flare outwardly and upwardly in order to be operatively associated with the opposite poles magnet 13. The respective pole pieces of the track magnet and of the electrocont'rol magnet are marked N and S to distinguish their polarities, as shown. The polarized permanent track magnet is ties in any suitable way and the electrocontrol magnet is secured to the track magnet in order to hold thetwo in operative position, one with respect to the other, and this structure is normally covered in any suitable way.

The.

secured to the I The general structure and operation of October 27, 1920, in which the electrocontrol magnet `is positioned adjacent the poles of the permanent track magnet with the oles reversed with respect to the poles o the permanent magnet to provide a means for deflecting the field ot' the permanent magnet and dui-ing such deflection, distorting the magnet' m of said permanent magnet, thus permitting free passage thereover of the locomotive and train The locomotive apparatus consists of a magnetopneumatic control valve unit (for receiving stop actuation from the permanent magnet on track) va pneumatic stop valve (for causing an automatic 'brake application) and a release cock or valve. The magnetopneumatic control valves are hung in tandem below the locomotive or tender and said valves are provided with extended inductor planes in parallel, said planes having flat pole pieces adjusted to ride over poles of the permanent track magnet at a clearance of live' to six inches, more or less. AThe polarity of one magnetocontrol valve is posi- 90 of the' track tioned opposite to that of the other, ensuring stop actuation regardless of locomotive heading. Each valve is normally held closed by its permanent duplex magnet, to the armature of which is fastened the valve stem. The valve is open when the armature is away from its magnet poles.

The pneumatic train stop is situated at a convenient location'in the cab and is inserted in the train vacuum pipe. The operation of this stop valve is controlled by the magnetocontrol valves-and when operated, brake application is made either service or ,emergency, as provided for needs of train service.

The release cock or valve provides for a release of the brakes after automatic stop application has been made and may be so .situated outside of the engine cab that the engine man must dismount from the cab before he can operate said valve to release the brakes. These pieces of apparatus con'- stitute what 'is known as the engine equipment and are-connected by suitable pipes or air conduits leading to the brake pipe and in the operation of which the vacuum is either made or destroyed.

Duplex control calce.

'.The duplex control valve unit F is encased preferably in a cast brass housing and it 1s suspended from a connection flange 20 to .which it is bolted by suitable screwmake desirable. v is carried 1n spaced threaded bolts b. The flange 2() is suspended by rigid hangers 21 from the center sills S of the locomotive tender, or in any other suitable place that conditions may The duplex control valve relation above the tracks or running rails of the railway and extends in a line parallel to the rails. rBhe cast brass housing y22 is provided with four lugs 28 `situated respectively at the four corners o the plate through which pass the screwthreaded bolts b which secure `the valve housing to the connection flange 2() from which it is suspended. On either side of the valve housing and integral with it are four extending hubs or lugs 24 each of which. is of thesame construction and formation and only one need therefore beadescribed. Each of these lugs is provided with axial bores and in each of which is mounted a core or pole piece 25, made of'a material of high permeability such as Norway iron.

These cores or pole pieces are screwthreaded at each end as at 26 and 27, the inner ends 26 engaging the screwthreads in the magnet pole pieces 28, and the external' ends or pole pieces are fastened by suitable screwthreaded nuts 29 to the cast iron inductor planes P which are` also secured to the lugs of the housing by four cap screws 30 and lock washers 31.-

On the-ends of the extension hubs or lugs 24 of the duplex magnet casing are fitted non-magnetic bushings 34 to suliiciently reduce the magnetic force Howing from one pair of duplex magnets to the other so that the holding be reduced too much.

ltlounted inside the valve housing are two magnetopneumatic valves V, one situated at each end thereof. The structure of each of these valves is the same, but the duplex magnets M and M are arranged in pairs, one pair having a polarity 'opposite to that of the other pair. The duplex magnets M and M are securely clamped to the pole pieces 28 by magnet binders 32 and cap screws 33, as clearly shown inthe drawing. The cap screws 33 pass through the magnet binder 32 which is recessed to lit the ends of the magnets and hold them in spaced relation to each other, as clearly shown in Figs. 8 and 9.

The pole pieces 28 are screwthreaded at two points to secure respectively the cap screws for the pole piece binder 32 and the screwthreaded end 26 of the core 25 thereto. The pole piece extensions 25 are secured in fixed relation to the lugs 24 by means of set screws 34 and lock nuts 35.

lt is preferable to construct the valve parts of bronze and all chambers and recesses thereof are concentric with the external surfaces of the valve stems.

A disc 41 (Figs. 1() and 11) which, for clearness will be termed a pole piece disc, is provided in its periphery with four equally spaced round holes. Into two of these holes which are diametrically opposite each other, are fitted a pair of pole piece dowels 42, and through the other two holes pass the valvebody screws 4Q. The pole piece dowels 42 pass -down through andv vthe pole pieces28 to ensure a good contacting surface with the armature 45.

The valve element 44 is constructed with a rectangular slot 46` in the top thereof, the slot extending diametrically across and being wide and deep enough to allow the aru'iature 45 to operate freely. Armature guide pins 47 are secured to the valve body and project perpendicularly therefrom and are situated inthe center of the slot, one near each end or near the periphery of the valve body. These guide )ins serve as guides for the armature 45. crewthreaded holes- 49 are situated at right -angles to the slot, one in eachside of the valve body to receive the valve body screws 40 which pass down through the pole .piece disc.

The armature 45 1s provided with three equally spaced holes which extend therethrough, the center hole fitting the valve force on the armature will not f fing above,

stem 50 and t-he two holes near the end fitting the brass guide pins 47. As described these guide lpins extend up through the holes in the armature and prevent it turning on the valve stem and keep 1t 1n alignment vwithy the pole piece dowels V42. The valve stem 50 is constructed of bronze; it is cylindrical in form and is provided with different diameters, the circumferences being concentric to one another.' The top end is smaller in diameter and is screw- .threaded as at 51 to receive the screwthreaded acorn nut 52.

The valve proper is doubly seated, the top seat V being disc. Shaped and seating against the valve seat rubber 53. On the under side of the disc shaped portion 4V- is an annular shaped valve seat 54 which seats against the `gasket 5.5 which is clamped between the 22 and the bot-tom cap 70.

In order to mount the valve and armature, a washer- 56 is first placed on the small end of the valve stem 50. The valve seat rubber housing 53 is placedin the valve body 44 and thel valve seat bushing 57 is next placed against the valve seat rubber The armature 45 is i fitted over the armature guide pins 47, and

the stem 50 with the valve v to which it is attached entered into the bushing 57, the screwthrcaded end 51 passing up through the hole in the center of the armature 45. The acorn nut 52 is then screwed on tight aga-inst the' end of the `valve stem, thus forma jam and allowing the valve stem 50 to turn freely without turning the armature. The valve bushings 44 are fitted through the holesin the bottom of the housing 22, and

the rectangular slot 46, as above described, straddles the pole piece dowels 42, as shown in Fig. 11. These valve bushings are securely clamped against the under side of the pole pieces 28 by the valve body screws 40 which pass down through the disc 41 and screw into the valve bushings 44 as described.

The armature 45 is attracted and held against the bottom faces of the pole piece doWels 42 by the magnetic force of the magnets M and M', thus. holding .the valve 'u seated against the flexible valve seat 53, as shown in Fig. 10. The atmospheric pressure on the top slde of the liexible seat 53 forces it down against the valve lu, thus sealing `the joint between the va-lve o and the inside Vwall of the bushing 57. When the armature 45 is away from the pole piece dowels 42 the bottom part 54 of the valve c seats against the gasket 55, thus closing the opening into the passage 132 (Fig. 9). 4

In the inner wall of the bushing 57 there is provided a port 13? so positioned that when the armature 45 is released -and consequently is away from the pole piece dowels 42, and the valve o is in its lowerrnost position, at-

mospheric communication will be rpermitted `stronger or one weaker to take place between the chamber 133 past the disc of the valve o into the passage 131. The bushing 57 is held in fixed operative position with the port 134 and in registry with the passage 131 by means' of a small dowel 57 in the bottom of the cap 70 which cap is preferably constructed ofcast brass.

Extending up from the top face or flange of the cap and securely fastened therein are two connecting tubes 131 and 132 the upper ends of which are securely fastened to suitable fittings so that the tube 132 connects the horizontal passage 132 to the pipe 128, and the tube 131 connects the horizontal passage 113i to the pipe 130. In the pipe 128 (Fig.A C) adjoining its point of connection with the restricted passageway 128 be hereinafter described. cured to the bottom of the able cap screws 70. f

In the passage 131 at the point where the passage 137 (Fig. 7) crosses, is seated a ball check valve 15() ofthe double action type. Two valve seats 145 are pressed into the passage 131, one on each side of the point where the passage 137 enters therein. In theen'- trances to the passages 137 are placed stop pins 147 to prevent the ball 150 from coverine the same.

In order to' conveniently assemble this valve structure, I have provided a hole into which a plug 144 is secured after the ball valve 150 is inserted therethrough and placed into the passage 131.

In the frame work of the inductor planes there are provided air passages 13G which pass through safety fittings 124 and safety nipples 125, Fig. fi, connecting with the passages 137.a Protection to the system is provided against brokeninductor planes by constructing the same of cast iron with these hollow passages 13G running therethrough. In the event that these planes become brokenJ for a purpose to The cap 70 1s sehousing by suitthe vacuum will be destroyed and the, application of the brakes brought about in the same manner as though the valve Vivere opened in the regular way.

Each pair of duplex magnets being of opposlte polarityyif one pair should become than the other, the stronger actson the weaker in the same inanner as the track permanent magnet acts upon the duplex magnet.

Train stop.

The train stopof this system comprises 4a valve structure which is automatically operated by'dferences of fluid pressure con-l trolled" by suitable means which in this particular instance is a magneto pneumatic upper end of the tube 132 is a valve which has been described above. -The train stop,v valve is designed particularly to be used for automatically applying the vacuum operated brakes `of the railway train. The admission oit atmospheric pressure into a certain chamber of the valve mechanism will cause the train stop to operate, giving` 'application to the brakes.

The structure of the train stop valve will now be described and its operation will be clearly understood therefrom.

The part 212 represents the connection flange into which all the pipe connections lead and it is provided with a flat surface on one side to which the valve body D is bolted with suitable cap screws 211 as will be well understood. ln mounting the structure a gasket 211i is inserted between the connection flange 212 and the valve body D ensuring against leakage between the several air passages. rlhe valve body is cylindrical in form, the outer and inner surfaces being concentrically arranged.

Extending lengthwise or perpendicularly through the wall ot the valve body are bolt holes for the entrance of the cap screws 211 which` hold the several members together. 'ln placing the parts together, dowel pins 213 are utilized to ensure against incor? rect assembly ot' the several members. lnto the body of the valve D there is pressed a valve seat 202 which is annular in shape. Just below this valve seat are arranged a plurality of radial ports e, the function and operation of which will be described later.

` the shank ot the bolt which supports the The valve 203 is of the fiat disc type and is provided with a rubber washer 20a as shown. Equally spaced around the outside edge of' the valve 203 are a plurality of guide pins f which guide the valve and hold it in yalignment in the chamber A. and which also act as stops to arrest the upward travel ot the valve 203 by imping' ing against the facev of the flange 212.

The chamber A is isolated from the chamber B when the valve 203 is upon its seat '.lhe 'bottom wall ot' the chamber B 'is formed by means otl a flexible diaphragm 209 which is held in spaced relation with the valve 203 by the spacer; 205 which is spool shaped and which is mounted upon 206. On the lower side of the diaphragm 20S) is a disc 210 diaphragm 209 against atmospheric pressure from the chamber B and ensures a greater effective pressure on the diaphragm to hohl the valve 203 on its seat, as will be lfully hereinafter explained.

The serewthreaded bolt 206 with the attached guide stem 206 passes up through the center of the disc 210 and the dia phragm 209 and screws into the hub et the valve 203. @n the end which protrudes through the valve is secured a nut 207 which forms a jam against the hub of. the valve 203, thus preventing the several parts from becoming loose.

The diaphragm 200 is securely clamped and the port 376 andthe port' 376 is cl cut ofi' by between the valve body l) and the vacuum chamber head 208, which head is secured to the other members by cap screws 211, as above described.

A passage 250 is provided in the head 208 to connect the chamber (l wit-h the passage f7. which latter connects to the pipe 130; .ln the center of the head 208 is a hub pro-I vided with an axially situated rounded hole serving as a guide for the stem 206 of .the bolt 206 in which it freely fits and reciprocates.

Release cock.

rl`he body of the release cock 368 (Figs. 16 and 17) consists of a semi-,rectangular bronze casting with a cylindrically shaped boss 369 at the bottom thereof. A tapered key 304 is entered through the boss 369 into the chamber 375, the small end being flattened and fitted into a lever handle 302 which operates in a rectangular slot above the chamber 375. key 304 is so fitted Ithat when the handle `02 is moved from one side to the other, the key is rotated. Pressing against the larger end of the key 304 andv encased in the boss 369 is a spring 303 for the purpose of holding the key 304 firmly in its seat. The boss 369 is provided with a screwthreaded opening into which the screwthreaded plug 305 enters and engages against the spring 303.

'I' he openings or entrances to the chamber 375' are screwthreaded to provide connecting' means for suitable pipes and fittings. The chamber 375 is constructed with the ports. so arranged that when the handle 302 is in running position the' passage from the pipe 118 to the pipe 128 is. open is closed. When the handle is in released position the passage fromthe pipe 118 is closed and the passage connected to the pipe 128 is open to the 4atmosphene through the port l376. l

The release cock 368 may be so located on 'theloeomotive that in order to gain access thereto the engineer or engine man must dismount from` the cab.

The release cock is .interposed between the pipe 118 which leads from the vacuum chamber ot the brake equipment and the pipe 128 which is connected to the duplex control valve F s o that when the 'handle 302 is in running position. there is e'. direct passage from the the magnetopneumatic du ose store the valve of the duplex control valve to normal position after an operation, the handle 302 is placed in released position. Communication from the brake vacuum chamber through the pipe 118 to the duplex control valve through the pipe 1,28 lis' the key 304 and any vacuum in lex controll valve rlhe flattened end of the brake vacuum chamber' to .y

ln order to refvvsure to enter the ports "of blocks insulated from each other.

the passages 132 and pipe 128 will be de.

When the valve of the duplex control' valve F has returned to normal position, the vacuum must again be producedin the pipe 128 and passages 132. This is done by returning the lever handle 302 to running position. Failure to do sol will leave the brakes asyet not subject to release as the vacuum inthe vacuum chamber ofzthe.

has been destroyed by the opening of the duplex control valve and the pressure on both sides of the diaphragm 209 is balanced; This allows atmospheric prese into 'the chamber B and holds the valve 203 off of its seat, admitting air into the train pipe T, thus destroying the vacuum therein.

By returning the handle '302 to ,running position a vacuum is again produced in the pipe 128, passages 132 and 131, pipe allow ing atmospheric pressure on the upper side train stop D of the diaphragm 209 to force it down wardl into the chamber C, closing the valve 203 into its seat 202, as'shown in Fr. 14.

When the release cock handle 802 is p aced in released position and any remaining vacuum in the pipe 128 and passages 132 is destroyed, the suction on the valve 4o will be stopped and the magnets M and M Will be permitted to again attract the armature 45- to normal position for it is beyond the power ofthe magnet .to raise the armature 45 into normal position while there is any vacuum in the passages 132 ,under the valve v due tothe atmospheric lpressure on the top of the valve c.. l

Operation. y

The crackis divided as -usual into a series 'A sin le permanent track magnetassociated Wit an electro-magnet control unit of oppo-` site polarity are installed at the entrance of each block.` The track magnet acting alone is capable of controlling the operation'of the train stopping means carried by the train every time a trainpasses over the magnet since it -has a polarity opposite to that of one. of the valve magnets. The electromagnet control unit, however, is energized whenever .its circuit is closed by a train closing the track and linev4 circuits of a. system tov provide clear signals and thus acts to divert the free field of the track magnet and thereby revents the track magnet from causing t ie train stopping mechanism of the ti'ain to operate. The installation of the electromagnet control unit is such that it will be energized on the approach of a ti'aiii when the block ahead is clear or unoccupied, and its circuit will not be closed by the approach of a train when the block ahead is occupied, thereby permitting the permanent 4tgrack magnet to act upon the train stopping mechanism as Will be later described. The reason the electromagnet control unit acts upon'the track magnet to divert its field is due to the fact that the former is stronger than the permanent track Emagnet and its polaiity is'opposite thereto. The electromagnet control unit may be operated in several Ways, one by use of a relay, the circuit of which is controlled by the block' ahead, or it may be operated by reason of the fact that it is in circuit with the rails of the block. In` the latter instance, however, the battery would have` to be very strong and therefore to prevent excessive use of the battery it is preferably in circuit with a short rack section of several rail lengths and this circuitI is closedi, upon the entrance of the first wheels therein, the Wheels and axle acting as a switch in the circuit.

When a train passes over the track magnet its free field acts upon the inductor planes of the duplex control valve F which; causes a reversal of polarity in one of the armatures thereof and thus permits the release of the armature from the cles, installed as heretofore described in t ie duplex control valve, and thereby permits the opening ofthe valve "therein because of the air pressure normally exerted thereon, which action results in the stopping of the train.

The various pieces 0f mechanism which have been heretofore described 'having been installed on a railway train inthe manner, and in the relative positions described, and as the connection flange 212 is inserted in 'the train vacuum pipe T in any convenient position'on the locomotive or vehicle, it will be seen that the chamber A of the train stop will be connected with the said Vtrain vacuum pipe and that the brake vacuum chamber is connected to the release cock 368 by the pipeI 118 and the said release cock isconnected to the-duplexcontrol the duplexcontrol valve being also connected to the train stop D by the Ipipe 130, all'as shown dia 'rammatically in ig. 6.

It is tobe un -erstoodthat vin the operation of this system a vacuum is normally maintained in the brake 'vacuum chamber which chamber is a part ofthe brake equipment, and it is not shown. in the drawings as sucliyan apparatus is'cleai'ly understood.

valve by the'pipe 128,

l In 4producing and maintaining the vacuum` in the brake vacuum chamber air is also drawn from the chamber C of the stop valve D through the passage d, the pipe 130 and passages 131. The air is also drawn from the passages 136, safety nipples and pas sages 137. As the passages 131 are connected to the valve c air is also'drawn through the passages 132 through the restricted passage- 'i gardless oi' the polarity ofthe. track magnet.v

- field of the track magnet,

way 128 (choke tting) thence through the pipe 128, through the release cock 368 which is in normal position, and through the pipe 118 which connects into the brake vacuum chamber. Y

Because of the pressure vacuum which is maintained in the brake vacuum chamber a pressure vacuum will also be maintained in the pipes, passages, ports and chambers just' specified. This being the case. the fluid pressure in the chamber C is reduced and the normal atmospheric pressure on the top of the diaphragm in the chamber B will force the diaphragm 209 down into the chamber C, closing the valve 203 onto its seat 202 as; the effective area ofthe dia-- phragm is greater than the exposed area of the valve 203 in the chamber B.

The valve 203 will not be raised from its seat because the pressure in the chamber B. whioh'enters throughrthe radial ports e, is not suiiciently great to do so notwithstanding that there is a. pressure vacuum in the vacuum train pipe and chamber A, because of the greater exposed area ot the diaphragm 209 compared with the area of the valve 203. f

As has been described, the duplex magnets M and M' are so arranged that one pair will have a` polarity opposite to tliat'ot the other pair. That is, the south pole of 'one and the north pole ot the other are in a line parallel tothe center line ot the. railway track. The two valve units are provided to ensure that the polarity ot one will always be opposite to that. ot gardless of or railway vehicle is running. and also re- The valve equipped with the magnets having polarity opposite to the track magnet is the one ythat operates, so that .only one valve operates at any particular time.

- Assuming that the duplex' control valve carried on the locomotive is out of the free the armature 45 will be held up against the pole piece dowels 42 by the magnetic. attraction of the inagnets Maud M. lNhen the armature isin this position there will be a. vacuum in the passages pressure on the under side of the valve o will have been depleted. T he pressure, however, which acts upon the upper face of the valve fu is insuiiicientto overcome magnetic attraction of the pole pieces for the arma- When the locomotive `o`r railway vehicle carrying the duplex control valve set passes over a trackperm'anent magnet and the eX- 'tend-ing inductor planes l) of these valves enter the yfree magnetic field of the track magnet, the polarity of the armature of the voperative valve is reversed (the track permanent magnet beingr of much greater the track magnet 'rethe direction that the locomotive 131` and 132v as the atmospheric train unoccupied mal condition; when this train enters track' magnetic strength than the valve magnets) due to magnetic induction. rThis condition of, reversal is brought about when the indu'ctor planes'enter the free field of the track 'n'iagnet and this condition exists so long as the inductor planes remain inthe free field.

This reversal of polarity causes the arma-. ture L t5-to be released polepiece dowels 42. When this action occurs the pressure on the top ot the valve lv forces it downward against the gasket 55 and repelled from the which serves as a` seat, preventiiigthe atmospheric pressure from entering into the passages 132. The air in the chamber 133- is admitted through the port 134, into the tube 131, into the .'pipe passageway al, thence into the chamber C, destroying When the air pressure in the chamber 133 is admitted through the vacuum therein, which re-l sults in the application of the' train brakes;`

130, through .the

the port- 134 and into..

the passage 131, the pressure carries the ball check valve 150 into one of the seats 1&5 and the ball check valve will seat itself into that scat which is the greater distance 'trom the valve which was operated to admit the Huid pressure. The seating of the ball check valve 150 into' the seat 145 prevents atmospheric pressurefrom being adinitted to passage 132, through the other valve ot' the duplex valve which is in normal position. "l

T he restoration to normal position of the apparat-iis is explained above in the description'under the heading Release cock. In the interest of clearness the selected installation, whi h is one of many, showing the means Jor energizing the electrocontrol magnet 14 is illustrated in Fig..19.

Referring to this figure, it. is to be noted that all track and line relays are normally energized and the localfrela-y s controlling the circuit of the electrocontrol magnet 14 is normally cle-energized, the main lead of the circuit controlling this relay being open. It is also to be noted that the armatures controlling the contacts w3, themselves controlled by the respective magnets ot' the track relays an, y and e, and

thatin Fig. 19 illustrating this installation' the various armatures are, in the interest of cleainess, shown at an exaggerated distance from each other.

Assuming that a train is passing through the. installation with the block ahead ot the and all apparatus in norsection .11', track relay a: is shuntedand opens a contact point ai in one branch of the circuit from the battery s, 3,' controlling local relay s. As the train enters track section y track relay 1/ is shunted and a circuit is `completed by the closing of Contact jz/ to energize relay a, which circuit yis as follows: Jfrom positive side .ot battery s, s, to wire ya and e3 ar/e/ 1010, contact point y of' relay y, Wires 1030, 1050 to contact 2140 of relay 2140; from point of relay 2140, Wires 1070 and 1130, coils of relay s and wire 1000 to the negative side of battery. Relay s is therefore energized closing contact s and the circuit to the electrocontrol magnet 14 is completed through. its front contact point s and its battery 1414 which results in neutralizing the effect of the permanent track magnet 13 by diverting the field. thus permitting the train to proceed without interference. lVhen the block ahead is clear the above' is the normal operation .from either direction, (the train entering a', track relay .a being then operative instead of as given above) and this is typical of all indication points for traflic -in both directions.

Assuming now that the track section or block 2 Ais occupied and a'train approaches from at, linerelay 2140 will be deenergized due to the. short circuiting of' battery az, which opens contact z3.

Line relay `2140 thus being open, both branches of the circuit controlling relay s are broken'aiid this relayl cannot therefore be energized for supplying current to the electrocontrol magnet 14 for the purpose of neutralizing the effect of the track permanent magnet 13 by diverting its field, therefore' in such lcase the permanent Atrack magnet will be effective to cause an automatic stopl operation of the locomotive apparatus and a consequent application of the brakes. The line relay control wires can be connected to points of a trackrelay at any distant point, as may benecessary.

-As changes of construction could be made Within the scope of my invention, it is intended that all matter contained in the above description or shown iii the accompanying drawings shall be interpreted as illustrative and not in a limiting sense.

Having non'7 described my invention, what I claim as new and desire to secure by 4Letters Patent is:

1. In 'an automatic train stop device for use with a vacuum air brake system,a plu'- rality of valves controlling the vacuum inl the ducts of said systen., magnetic means for controlling each of said` valves. one of sai'l magnetic means 4having itsrespective poles 4arranged opposite to the poles of the other.

,-2. In an automatic train stop device for use with a'vacuum air brake system, a plurality of valves controlling the vacuum in the ducts of' said system, magnetic means for controlling each of Said valves to maintain or destroy said vacuum, the magnets being s6 situated Withrespect toeach other that the polarity'of one magnet is'opposite to the polarity of the other. l

3. In an automatic train stop device `for use With an automatic vacuum air brake system, a plurality of lvalves controlling the vacuum in the ducts of' said system, mag- .magnet of greater power than said magnetic cent to and inline with the south pole of the other.

4. In a vacuum train stop device for use with a vacuum air brake system, duplex valves controllingthe vacuum in the ducts of said system, magnetic means for coitrolling each of said valves to maintain or destroy said vacuum, the said magnetic means being so aranged that the north pole oi each magnet is adjacent to and in line with the south pole of the other.

5. In a. `vacuum train stop device for uso with a vacuum air brake system, a pluralityI of valves for controlling the vacuum in the d'icts of said system, -magnetic means for controlling each of said valves to maintain or destroy the said vacuum, the magnets being so positioned With respect to each other that the polarity of one is opposite to the polarity of the'other and the field of one magnet affects the field of the other thereby' 9 causing the magnet of lesser strength to be in condition for operation.

G. In combination, an automatic train stop' device for use with a vacuum air brake syst 'tem, a plurality of valves controlling the 95 va'cuum in the ducts ofv said System, magnetic means controlling each of said valves for maintaining `or destroying the said vacuuin, the magnets being so positioned with respect to each other that the polarity of one magnet is `opposite tothe polarity of the other, said magnetic means normally maintaining the valves closed to maintain the vacuum infthe ducts, and a polarized track means and through the magnetic field of which each of said magnetic means is movable to release the vvalve and destroy the vacuum. y 7 In combination, an automatic train' stop device for use with a vacuum air brake system, a plurality of va1vescontrolling the. vacuum in the ducts ofsaid system, magnetic'means controlling each of said valves to maintain orto destroy the said vacuum, the magnets being so positioned with respect to each other that the polarity of one magnet is opposite the. polarity of' the other, said magnetic means normally maintaining the valves closed to maintain the vacuum, and a polarized track magnet of greater power than said magnetic means, and through the magnetic eld of Which each of said mag'- `netic means is movable, thev track magnetv destroy the vacuum regardless of the position longitudinally of the permanent track' magnet with respect to the line of track.

' 8. In'combinatiom an automatic train stop device for use .inl a vacuumv air brake sysfcontrolled by the num brake' pipe so that upon a rupture of the iaeaosa tem, afvalve controlling the vacuum in the ducts of said system, magnetic trolling the operation of said valve to main tain or destroy said vacuum, an inductor plane controlling the magnet of said valve, the s aid inductor plane being hollow but normally closed to the atmosphere, an air duct .connecting the central hollow portion of the inductor plane with the duct or chamber controlled by said valve, means for connecting the vacuum train pipe with the said air duct, and means for effecting the deg struction of the vacuum in the vacuum train pipe by a rupture of the inductor plane.

9. In combination, an automatic train stop device for use with a vacuum air brake system, a valve controlling the vacuum in the ducts of said system, magnetic means con trolling the operation of said valve to main tain or destroy said vacuum, the said magnetic means normally maintaining the vacuum in the ducts, an inductor plane connected to said valve, the said inductor plane having a hollow core connected to the duct valve leading to the vacinductor plane the vacuum will be destroyed to effect the application of the brakes.

10. ln a automatic tra-in stop device for use with a vacuum brake system, a duplex valve unit. including a plurality of valves, ducts controlled by said valves, magnetic means :tor controlling each of said valves, the said magnet-ic means being so arranged that the north pole of each magnet is adjacent to and in line with the south pole of the other, and soarran ed as to pass through the operative field o? a permanent track magnet, only one of said valves being adapted tolbe operated at a given time by said magnetic means and a check valve {onpre- Venting the passage or' pressure past one of said valves when the other valve is operated.

1l. ln an. automatic train stop device for use with a vacuum brake system., a duplex valve unit including a plurality of valves, ducts controlled by said valves,an automatic' train stop having a pressure actuated valve normally preventing the entrance of airto the train vacuum pipe, means connecting one of said ducts with the vacuum chamber et the brake equipment, means for connecting the other ot' said 'ducts with said train stop, a. chamber. in said valve unit. open to atmosphere, magnetic means for normally holding each of said valves in closed position toprevent communication between` said ducts and said chamber, said valves being so constructed that,l when they are released by said magnetic "means the duct leading to the Vacuum chamber of the brake equipment will be closed and the 4duct leading to said train stop will coi'nmnni'cate with said chamber which is ope-n to atmosphere.

12. ln an apparatus of the class described,

means C011- 'for use in a. vacuum brake system,

acontrol valve unit structure comprising a casing, magnet cores secured to said casing, pole pieces secured thereto, a permanent magnet and pole piece d owels secured to said pole pieces, a valve bushing in juxtaposition to said pole piece dowels, an' armaturel guided by said bushing and coacting with said pole piece dowels, a valve seat in said bushing and a valve enacting therewith carried by said armature.

13. In an apparatus of the class described, a control valve unit structure comprising a casing, magnet cores secured tol said casing, pole pieces secured thereto, a permanent magnet and po-le piece dowels secured to said' one a disc portion adapted tobe held against' said seat by said magnet to control t e passage of pressure,through said port to one of said ducts, and the other an annular portion 'adapted to control the communication from one duct to the other.

le. 1n an apparatus of the class described a train stop having two outer chambers and an intermediate chamber, a diaphragm between one outer chamberv and the intermediate chamber, a valve 'Seat between the other outer chamber andthe intermediate chamber, a valve carried by said diaphragm coacting therewith, means for applying a. vacuum to said c-uter chambers and ports -in said intermediate chamber leading to atmosphere, the atmospheric. pressure in the intermediate chamber serving toI normally hold -said valve on its seat. l

l5. In an apparatus ot' the class described for use in a vacuum brake system, a train stop having two outer chambers' and an intermediate chamber, a diaphragm between one outer chamber and the intermediate chamber, a. valve seat betweenv the other outer chamber and the intermediate chamber, a'valve carried by said diaphragm coacting therewith, means for applying a vacuum to said outer chambers and pots'in said intermediate chamber leading to atmosphere, the atmospheric pressure in ate chamber serving to normally hold said valve on its seat, a magnetic valve, a duct the intermediwhose comnnmication with atmosphere is A Cil . to-atmosphere, a valve normally preventing communication between the upper and inter* mediate chambers, a diaphragm between the intermedia-te and lower chambers to which said valve is secured, means for normally maintaining a vacuum in the lower chamber to keep said valve closed and means for breaking'said vacuum to imbalance the pressures on said diaphragm and cause said valve to open communication between the train vacuum-pipe and atmosphere.

17. In an apparatus of the class described for use with a vacuum brake system, ka train stop comprising a valve body having an upper and an intermediate chamber formed therein, va valve seat between said chambers, a valve guided'in the upper chamber and coacting with said valve seat, portsin the intermediate chamber opening to atmos- Jhere a Hexible dia Jhrarfm of `reater area a #o g than said valve secured below the intermediate chamber, a cap having a lower chamber termed therein detachably secured to said valve body, a main connection" flange' se reetly by said magnet to govern the vacuum system whereby the,

in the ducts of said vacuum is either maintained or destroyed.

In an automatic train stop device for use with a vacuum air brake system, apermanent magnet, and a valve operated directly by said magnet to govern .the vacuum in the ducts of said system whereby the vacuum is either, maintained or destroyed as the magnetic fiux insaid magnet is varied, said magnet being positioned to be subjected to external magnetic influences'` In witness whereof I have hereunto set my hand this 15 day of January, 1921. v HOWARD S. FOLKER. 

